Automatic speed control for trains



Se t. 23. 1924.

T. M. RIGGLE AUTOMATIC SPEED CdNTROL FdR TRAINS Filed Aug. 1922 3 Sheets-Sheet 1 1 his ATTORNEY Sept. 23 1924. 1,509,317

. T. RIGGLE AUTOMATIC SPEED CONTROL FOR TRAINS 7 Filed z- 17, 1922 3 Sheets-Sheet fi l I '41 t TO 42 52 T I 7 l as v INVENTOR. N mrz'z zvzww 2 v .homzzs 15 7 BY w MSATTO NEY Sept. 23 19 24. 1,509,317

T. M. RlGGl-E AUTOMATIC SPEED CONTROL FOR TRAINS Filed Aug. 17, 1922 3 Sheets-Sheet 3 I U3 a n Q Q g; INVENTOR.

'S- Thomas M Riy le. @XM. a? M 7 hisATTORNEY Patented Sept. 23, 1924. i

THOIMAS 1W. BIGGLE, 0F OAKLAND, CALIFORNIA.

Autroiuarre SPEED CONTROL non TRAINS.

Application filed August 17, 1922. Serial No. 582,407.

citizen of the United States, and a resident of @akland, county of Alameda, and State of Calitornimhave invented a new and useful Automatic Speed Control for Trains. of? which the following is a specification.

My invention relates to means for automatically decreasing the speed of a train when a block preceding the train is not in normal condition.

An object of the invention is to provide a speed control system which may be operated in part by pressure produced by the motion of the train to place and hold the train brakes in applied position a length of time proportionate to the speed of the train when a block or track section preceding the train is not in normal condition.

Another object of the invention is to provide a speed control system 01 the character described which may operate in connection with the engineers brake valve of the airbrake-system.

A further object of-the invention is to provide means of the character described which may be operated in conjunction with a source of electric power carried either on i the train or along the track.

The invention possesses other objects and features of advantage, some of whicl1,,with the foregoing will be set torth'in the following description of the preferred form of my invention which is illustrated in the drawings accompanying and formi (it the specification. It to be understood that I do not limitmyself to theshowingmade by the said drawings and description, as I may adopt variations of the pro terred form within the scope of my invention as set forth in the claims.

Referring to said drawings;

Figure l is a view mostly diagrannnatic ot the means of my invention shown in connection with some of the associated portion of the air-brake-system, tracks etc, the portion shown above the representation of the tracks being arranged to be arried on the traim whereas the portions indicated below and included between the tracks are adapted to be held in substantially fined relation with respect to the tracks.

Figure 2 is a longitudinal sectional view of the governing valve included in the apparatus. I I

Figure 3 is a view similar to Figure 1 part excepting that the source of electric power used in connection with the apparatus is associated with the track instead of being carried on the train.

As shown in Figure 1 of the drawings the track 2, comprising rails 3 and 4, is divided into the usual block sections, three of which are here shown and indicated by the nu merals 5, 6 and 7 respectively. The portion of the air-brake-system illustrated is of a well known type and is shown above the rail 8 since it is carried on the train. Included in the brake-system is the engineers brake-valveS) connected to the air reservoir 12 by the reservoir pipe 13, and connected to the brake pipe 14 by the branch 15. As usually arranged the brake-pipe communicates with the distributing valve and the triple valves on the cars of the train, the

valves being caused to bring about the application of the brakes when the pressure in the brake-pipe decreases below a predetermined point.

The brake-valve is provided with a suitable control lever 1'1 several of the positions o1. which are indicated, viz release, running, and servica the latter causing a reduction of the pressure in the brake-pipe and the consequent application ofthe brakes. In the present embodiment of the invention the automatic control means cooperates with the brake-valve lever. and theme/ans for actuating said lever is therefore fixedly positioned adjacent thereto. The lever actuating means includes a cylinder 18 in which is reciprocat-ively mounted a piston 19 provided with a rod 21'which extends through the cylinder head 22 and is adapted to releasably engage the lever 17 so as to move it to service position.

Formed in the cylinder so as to lie on opposite sides of the piston in all of the positious thereof are ports 23 and 24 which by means of the pipes and 2! afford the cylinder communication with the reservoir reduced below the brake-pipe pressure, the

piston-rod will be moved to place the lever in service position and an application of brakes will result. v

In accordance with the foregoing, means are provided for causing a reduction in the pressure of the chamber 29 for a period proportionate to the speed of the train when a block or section preceding the train is not in normal condition. In other words under the conditions mentioned said means will function to place the brakes in applied position and then hold them against release for a length of time dependent on the speed of the train. Communicating with the chamber 29 such as by the pipe 31 which is connected to pipe betweensaid chamber and the feed valve, is a governor valve 32 whose operation iscontrolled by the condition of the track circuit preceding the train and the speed of the train as it approaches said circuit. The governor valve'as here illustrated comprises a cylinder 33-having a piston valve 34 mounted for reciprocation arranged therein. The latter is provided with a piston 36, between the two sections of which is formed a chamber 37. Under normal track conditions, the'piston valve will lie in such position as to cause the air entering the cylinder 38 from the pipe 31 to be confined in the chamber 37; however when adverse conditions prevail the piston will be caused to assume a position wherein the chamber 87 will also be in communica tion with a port 39 open to the atn'iosphere, thereby allowing of a reduction of the pressurein the chamber 29 and the consequent operation of the brakes. The piston valve is held in its normal position by a spring; 4-1, and is fixed to an actuating piston 42 upon which pressure is adapted to be exerted when track conditions are not normal so that the piston-valve will be moved against the coi'np'ression of said spring; to place the chamber 3'? simultaneously in COD'UI'IUDlGk tion with the chamber 29 and atmospheric port 39. Associated with the governor-valve is a blower or pressure device 4-3. the impeller 44 of which is preferably driven directly from one of the axles of the train such as by a flexible shaft 46. In this manner the fluid pressure produced by the blower will invariably be in direct proportion to the speed of the train. As here shown the blower casing 47 is formed integrally with the governor valve casing or cylinder 33, and the delivery chamber 48 of the blower opens directly upon the actuating piston 42; therefore for the purpose of simplicity the latter piston may be considered as operatin, within the said delivery chamber. With the train traveling at the usual speeds, the pressure created by the blower will be sufficient .to move the piston 4:2 and attached mechanism against the resistance of the spring 4-1.

the air to escape from the delivery chamber so as not to act upon the piston 42 when track conditions are normal. Preferably formed in the piston 42 is an opening 49 through which the air from the delivery chamber may discharge into the atmosphere by way of perforations 51 and 52, respec tively provided in the piston and cylinder 33, 'Gooperating with said opening is a. valve 53 which when seated thereover prevents the escape of the air from the delivery chamber and causes the movement of the piston. The movement of the valve 53 is primarily controlled by an electro-magnet 54: the stem 5'5 of the valve being here arranged to function as the magnet core. By means which will hereinafter be explained the mapnet coil is adapted to be momentarily deenergized when the train approaches a track section which is not in normal condition. In this manner assuming that conditions are such that the coil is demagnetized and the valve 53 thereby allowed to descend to its closed position, the air in the delivery chamber will be practically trapped and the pres sure thereof will simultaneously rise and cause the piston 42 to be depressed whereupon the chamber 37 will beopened to the atmosphere. With the pressure in the chamber 29 thus allowed to reduce, the piston rod 21 will move to place the brake-valve lever in service position and the speed of the train will thus commence to reduce. As previously stated the magnet is but momentarily demagnetized,therefore thevalve53 will return to its elevated open position as soon as the air pressure on the upper side of the valve decreases below the pull of the magnet coil on the core. When the valve is'in closed position however, the only means of exit of the air from the delivery chamber is through a comparatively small opening 56 formed in the Wall of the delivery chamber. Furthermore it will be noted that the walls of the delivery chamber are curved. so that the air will be deflected in a'conoen trated stream directly against the upper side of the valve. It will thus be clear that at whatever speed the train is traveling a proportionate resistance will be encountered by the valve before it can return to its position and thereby relieve the pressure on the piston 42 sufficient to allow it to assume its elevated position; in other words the leniq th of time which the piston rod 21 will hold the brake-valve lever in service-position will depend upon the speed of the train. After the piston valve has been elevated so that the discharge of air from the chamber 37 is cut off and the pressure in the chamber 29 allowed to build up as governed by the feed valve. the piston-rod will withdraw from engagement with the brake valve lever and the engineer may manipulate the latter at will. It will thus be clearly understood that Jun 1,509,317 are with the train approaching a section not in normal condition the train will be caused to reduce its speed, and only after said reduction actually takes place will the engineer be allowed to accelerate the speed of the train.

The electro-magnet which controls the movement of the valve 53 is arranged in a circuit 58 which is supplied with. current from a suitable source such as the alternator 59 arranged in a separate circuit 61, the current being induced from the circuit 61 into circuit 58 by the transformer 62. Arranged in. the circuit 58 is a switch 68 comprising a lever 64 having one arm weighted so as to normally hold the switch in closed position. Suitably arranged in each track-section in fixed position with respect to the track is a magnet 66, here shown of the permanent type, which is adapted to act upon the lever 64 when the latter passes over it whereby the circuit 58 may be broken and the coil 57 deenergized. Associated however with the foregoing is means for preventing the deenergizing of said coil when the magnet opens the switch, it the track section preceding the train is in normal condition. Fixedly associated with each track magnet 66 is a pair of coils 67 and 68 arranged in a circuit 69. The latter is adapted to be held closed by a relay 71 arranged in a track circuit 72 associated with the block or track section next in advance ofthe section with which the particular magnet and coils are associated. It will be understood that the track-sections are insulated from each other, and that if a track section is clear the associated relay will hold closed the circuit'69 of the particular traclesection with which it coopcrates. Carried on the traln and shunted across the magnet C011 57 and the trans- "Former coil 62 respectively are induction coils 73 and 74, the latter 01 which it will he noted. receives current continuously from the alternator 59. The coils 73 and 74: are positioned on the train in'such manner that as the switch lever 64 passes a track magnet, said coils will respectively become aligned with the stationary coils 67 and 68, and thereby cause a current to be induced in the coil 73*and consequently produce a flow of current through the magnet coil 57.

As hereinbefore mentioned the embodiinent illustrated in Figure 3 of the drawings scribed in connection with Figure 1. Thus as the switch 78 passes over the track magnet, the magnetcoil 5? will be tic-energized. Means are also included, though somewhat different than that shown in Figure l, for

disposed in open position and controlled by h a circuit 82 provided with an induction coil 83. Associated with each track section is a circuit 84 which is adapted to be held closed when the train approaches a clear track section by the relay 86 of the trach-relay-circuit 87 associated with a block or section in advance of the section with which the magnet 79 and circuit 84 are associated. Each of the circuits 8% is adapted to be supplied with current from a suitable feed line 88 through a transformer 89, and includes an induction coil 91 and a switch 92 which are respectively adapted to be aligned with the coil 83 and a magnet 93 carried on the train, while the switch 7 8 is passing over the track "iagnet 79. Assumingthus that the train is approaching a track section which is in normal condition, thereby causing the track-relay circuit to be closed, and that the coil 83, magnet 93, and switch 78 are respectively passing over the coil 91, switch 92 and track magnet 79, a current will flow through the circuit 84 by reason of the fact that the switch 92 is held closed by the magnet 93, anda current will be induced in the circuit 82 on account of the alignment of the coils 83 and 91. In. this manner the relay 8]. will close the circuit 7 6 and the magnet coil 5? will be energized notwithstanding the open position of switch 78.

It will be noted that ii. the train is traveling at a comparatively slow speed the control mechanism will not be operated since the port 56 will not allow the accumulation of pressure. In this manner the disadvantage of causing the brakes to be applied at slow speeds. which would in most instances cause the train to he brought to a complete standstill. is eliminated.

I claim:

1. In an automatic speed control for trains, the combination with a brake valve and a series of insulated track sections, of a magnet associated with one of said sec tions, means carried on the train arranged to be actuated by said magnet to place said brake valve in service position when one of said sections is not in normal condition, and means governed by the speed of the train for varying the length of time which said first means will hold. said valve in service position.

2. In an automatic speed control for trains, the combination with a brake system and a series of track section, means carried on the train and actuated in part by a pressure produced by the motion of the train adapted to place and hold the brakes in applied. position a length of time proportionate to speed of the train when one of said sections is not in normal condition.

In an automatic speed control for trains, the combination with the brake-valve of an air-brake system and a series of insulated track sections, and means carried on the train having a part actuated by a pressure produced by the motion of the train whereby said valve may be held in service position a length. of time proportionate to the speed of the train when one of said sections is not in normal condition.

4. In an automatic speed control for trains, the combination with the brake valve of an air brake-system and a series of insulated track sections, magnets associated with said sections, and means carried on said train and actuated in part by a pressure createdby the motion of the train arranged to cooperate with said magnets and adapted to hold said valve in service position a length of time proportionate to the speed of the train when one of said sections is not in normal condition.

5. In an automatic speed control for trains, the combination with a series of track sections and the control lever of the brake-valve of an air-brake system, a magnet associated with each of said sections, and means carried on the train and actuated in part by a pressure produced by the motion of the train arranged to cooperate with said magnets and adapted to place and to hold said control lever in service position a length of time proportionate to the speed of the train when one of said sections is not in normal condition.

6. In an automatic speed control for trains, the combination with the brake-valve of an air brake system and a series of insulated track-sections, a magnet associated with each of said sections, and means on the train arranged to be actedupon by one of said magnets to place said valve in service position when one of said circuits is not in normal condition and having a part actuated by a pressure produced by the motion of the train whereby said valve will be positively held in said position a length of time proportional to the speed of the train.

7. The combination with the control valve of a brake-system for a train and a series of insulated track sections having electric Gill"? cuits, magnets associated with said sections, mechanism adapted to be actuated by one of said magnets for moving said valve to service position when one of said circuits is not in normal condtion, means included in said mechanism for retaining said valve in said position a length of time proportional to. the speed of the train, and means operative when said circuit is in normal condi tion for preventing the actuation of said valve operating means.

8. The combination with the control valve of a brake-system for a train and a series of insulated track-sections having electric circuits, fluid pressure operated mechanism for moving said valve to service position, means for operating said valve moving mechanism having a pressure produced by the motion of the train and proportional to its speed, electrical means for causing said pressure means to function, and magnets associated with said track-sections adapted to act upon said electrical means so as to cause said pressure means to operate when one of said track circuits is not in normal condition.

9. In an automatic speed control for trains, the combination with the brake valve of a brake-system and a series of tracksections, a cylinder carried on thetrain, a piston in said cylinder adapted to, be operatively associated with said valve, connections to said cylinder for normally maintaining such pressure on opposite ends of said piston as to cause the latter to be held inoperatively associated with the valve, mechanism communicating with said cylinder actuated by a fluid pressure produced by the motion of the train and proportional to the speed thereof adapted to vary the pressure in said cylinder at one side of said pistonalength of time proportional to said fluid pressure, and means associated with said track-sections adapted to cause said pressure mechanism to vary the pressure in said cylinder when one of said sections is not in normal condition.

10. In an automatic speed control for trains, the combination with the brakevalve of a braking system and a series of track sections, a cylinder carried on the train, a piston in said cylinder adapted to be operatively associated with said valve, connections to said cylinder for normally maintaining such pressures in said cylinder on opposite sides of said piston as to cause the latter to be held inoperatively disposed with respect to said valve, and mechanism communicating with said cylinder actuated by a fluid pressure produced by the motion of the train and proportional to the speed thereof adaptedfor effecting a variation of the pressure in the cylinder at one end of said pistons when one of said track-sections is not in normal condition whereby said piston will move said valve to service position.

11. In an automatic speed control for trains, the combination with a brake valve of an air brake-system for trains and a series of insulated track sections. of a cylinder, a piston therein arranged to be connected to said valve, connectaining an unequal pressure on opposite ends of said piston whereby the latter will be held inoperatively disposed with respect to said valve, a governor valve communi eating wlth said cylinder at one end of sald piston adapted in one position to vary the pressure in said portion of the cylinder whereby said piston will be moved to place said brake-valve in service position, a pres sure producing device communicating with said valve and driven in accordance with the speed of the train adapted to move said governor valve to assume said position and maintain it a length of time proportional to the pressure produced by said device electrically operating means adapted to normally prevent communication of said de vice with said valve, and magnets associated with said track-sections adapted to prevent said functioning of said electrical means when one of said track sections is not in normal condition.

12.1n an automatic speed control for trains, the combination with the control lever of the brake-valve of an air brakesystem for trains and a series of insulated track sections ofa cylinder, a piston therein arranged to cooperate with said lever, connections from the brake-pipe and air supply of said system to said cylinder at opposite ends of said piston whereby the latter will be held inoperatively disposed relative to said lever, a governor valve associated with said supply connection adapted in one position to allow a reduction of the supply pressure in said cylinder whereby said piston will be moved to place said control lever in service position, a fluid-pressure device communicating with said governor valve arranged to produce a pressure in accordance with the speed of the train and adapted to move said governor valve to the position mentioned and cause itto be retained so a length of time proportional to the pressure produced, electrical means normally maintaining said governor valve out of the aforesaid position and magnets associated with the track sections adapted to act upon said electrical means whereby the governor valve may assume said position when one of said track sections is not in normal condition.

13. In an automatic speed control for trains, the combination with the control valve of a braking system for trains and a series of insulated track-sections of fluid pressure operated means for placing and holding the control lever of said valve in service position, a device carried on the train for producing a fluid pressure in proportion to the speed of the train andprovided with a delivery chamber, a governor valve for controlling the discharge of fluid from said means whereby said control valve may be actuated as aforesaid and comprising a valve member arranged in said chamber and movable to allow or prevent the fluid. discharge from said means, a alve controlling the discharge of fluid from said chamber and normally held in open position, and means operative to eiiect the closure of said valve when one of said tracksections is not in normal condition.

14-. In an automatic speed control tor trains, the combination with the control valve of a braking system for trains and a series of insulated track sections, of fluid pressure operated means for placii'igr nd holding the control lever of said valve in service position, a device cs on the train for producing a fluid re proportional to the speed tit-the k.llll and pr vided with a delivery chamber. a governor valve for controlling the discharge otfluid from said means whereby said control verve may be actuated as aforesaid and compris ing a valve member'in said del. ery chamher and movable to allow or prevent the fluid discharge from said means, a valve for controlling the discharge of fluid from said chamber, an electric circuit on the traina magnetizing coil connected with said circuit and adapted to normally hold said last mentioned valve in open position, and magnets associated with said track-sections adapted to break said circuit and demagnetize said coil when one of said sections not in normal condition.

15. In an automatic speed control for trains, the combination with the brake valve of an air-brake-system and a series of track sections having substantially "independent electric circuits, of a cylinder carried on the train, ports in said cylinder at opposite ends of said piston communicating respectively with the air reservoir and brake-pipe of said system, a valve associated with said supply port, an electric circuit provided with a source of current on the train, a magnetizing coil connected in said circuit and adapted to normally hold said valve in one position, a magnet associated with each track section adapted to open said last circuit whereby said coil may be tie-energized, an induction coil in said circuit, circuits associated with each track section in addition to said first track circuits, a switch arranged in each of said additional track circuits adapted to be held in closed position by means of said first circuits when said track-sections are in normal. condition, a source of electric supply for said additional circuits associated with said sections, induction coils in said latter circuits adapted. to cooperate with said first induction coil when adjacent to each other, a second switch in each of said additional circuits normally held in open position, and a magnet carried on said train adapted to close said second switch when adjacent thereto.

16. In an automatic speed control for trains, the combination with the brake valve of an air-brake-system and a series of insulated track-sections having substantially independent electric circuits, of a cylinder carried on the train, a piston in said cyl' inder adapted to operate the control lever of said valve ports in said cylinder at opposite c ends of said piston communicating respectively with the brake-pipe and air-supply vof said system whereby said piston will be normally held inoperatively disposed with respect to said control lever, a device for producing a iiuid pressure proportional to the speed of: the engine, a governor valve connected to said device and to said supply port for controlling the discharge of finid from said cylinder and comprising a valve member operating in the delivery passage of said pressure device and movable to allow or prevent the discharge of fluid from said cylinder whereby the position of said piston may be varied and said control lever moved accordingly, a valve for controlling the discharge of fluid from said delivery passage, an electric circuit provided with a last circuit whereby said coil may be deenergized, an induction coil in said circuit circuit-s associated with each track-section 1n addition to said first track circuits, a

switch arranged in each of said additional track circuits adapted to be held in closed position by means of said first track-circuits when said track-sections are in normal con dition, a source of electric supply for said additional circuits associated with said section's, inductioncoils in said lattercircuits adapted to cooperate with said first induc tion coil when adjacent to each other, a second switch in each of said additional circuits normally held in open position, and a magnet carried on said train adapted to close said second switch when adjacent thereto.

In testimony whereof, I have hereunto set my hand at Oakland, this 11th day of August, 1922.

THOMASM. RIGGLE; 

